Turbine DONT's

UAL747400 said:
With the -11, you can exceed torque(mostly just with the AWI on), but it won't let you exceed temps with the SRL working. Love this! Engine failure at V1, power levers full forward. It'll bypass for you. Though some "hard bypass" and you actually get a little less than max power, but it's easy to fix that. If I don't touch a pratt again, I'll be a happy man! :) Now with the SRL deferred, this is the worst engine ever! Gotta figure out your max allowable temp for t/o, max power, climb(at 5,10,15 and 20 depending on how high you go), cruise, and go around power at your destination. Ugh! Though, not as big of a deal when all of your airports are at sea level and the temperature is 30*C.
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The -10's that had the SRL had both torque and temp limit. You could literally just smash em forward in an engine failure, or really at any time if you wanted to.
I also liked how you could cheat a hot start into an ok start with the temp limiter test switch. You could manually trim a little bit of fuel with it.
 
NewYorkophile said:
I bet they didn't include that tidbit in the pax brief.
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Sure, but before you pile on:
The NTSC reported that an electromagnetic lock prevents the thrust levers to be pulled back of flight idle and thus prevent the thrust levers to enter beta range while in flight. The magnetic lock was found in the "open" position in the post accident examination.

In the approach checklists by the operation there was an entry mandating to open the thrust lever lock. This instruction was not present in the manufacturer's checklists.
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Transport category reciprocating and turbopropeller airplanes that feature reversible propellers in the United States must have positive stops to prevent propeller reversing that cannot be unlocked in flight...looks like whatever airplane this was doesn't have that, and the stops preventing PL movement aft of flight idle may be disabled in flight. At 141 in type, you should know better, but you might not.

(The Brasilia, for instance, has triggers that require a deliberate and distinct motion to raise and then move the PLs aft of flight idle, and also secondary solenoids that physically prevent you from moving the levers below flight idle with weight off wheels.)
 
z987k said:
The -10's that had the SRL had both torque and temp limit. You could literally just smash em forward in an engine failure, or really at any time if you wanted to.
I also liked how you could cheat a hot start into an ok start with the temp limiter test switch. You could manually trim a little bit of fuel with it.
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Ours is like that, though haven't had to deal with cheating on a hot start...guess our batteries are still nice and new. Even a manual start is pretty easy with ours.
 
Roger Roger said:
Ours is like that, though haven't had to deal with cheating on a hot start...guess our batteries are still nice and new. Even a manual start is pretty easy with ours.
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Do you cover the hp limit switch (what it is on the commander) and the condition lever on start?
 
On the 'van I was recently lectured that since each time I start the engine in the summer on a 20 min turn, if it goes above the first redline at 805C that I'm hot starting the engine. To which I politely told said accuser to blow me.
 
dvtpilot said:
On the 'van I was recently lectured that since each time I start the engine in the summer on a 20 min turn, if it goes above the first redline at 805C that I'm hot starting the engine. To which I politely told said accuser to blow me.
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Damn that is hot! If we hit 700 I consider it to be pretty hot. Normal is 690. Our limit though is 770 for one second.
 
Ehhh. Those are cold :)

965C

I've seen one near hot start that hit 940 (quickly aborted as the temp was spiking) and I've seen normal summer time starts hit 915.
 
ASpilot2be said:
Damn that is hot! If we hit 700 I consider it to be pretty hot. Normal is 690. Our limit though is 770 for one second.
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For start or continuous? Our continuous was ~920C and we set power by either 875C ITT or max torque, whichever came first on the non-srl engines and on the srl engine just push em forward, but don't let it bypass(there were little blue lights that'd let you know if you were there).

ctab5060X said:
Ehhh. Those are cold :)

965C

I've seen one near hot start that hit 940 (quickly aborted as the temp was spiking) and I've seen normal summer time starts hit 915.
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Pshhh, even that's cold. The garret's I flew max start ITT was 1149C
 
ASpilot2be said:
Damn that is hot! If we hit 700 I consider it to be pretty hot. Normal is 690. Our limit though is 770 for one second.
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Remember that T6/ITT/whatever you call it on your airplane is a compromise between accuracy at the temperature in the hot section, and sensor survivability - and these temperatures will vary between individual engines of the same design (CLUNK, "Ignition light out," "Uh...four hundred and fifty eight?") and between different designs.

We have 800/816 continuous/5 minutes, then for start 816-850 for 20 seconds and 850-950 for 5 seconds (all degrees C) on start. The actual temperatures where the actual burning is going on is higher, but they can't be accurately measured since the sensors themselves would quickly be destroyed. And would probably be super scurrry. :)
 
dvtpilot said:
On the 'van I was recently lectured that since each time I start the engine in the summer on a 20 min turn, if it goes above the first redline at 805C that I'm hot starting the engine. To which I politely told said accuser to blow me.
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805 is damn hot for a van start. As someone who frequently does 10 min turns in the thing, don't add fuel as soon as you can - let Ng stabilize before adding fuel. Also it helps if the ITT comes down a bit, and.the longer (within limits) you let it spool up before adding fuel, the cooler the start.
 
ppragman said:
805 is damn hot for a van start. As someone who frequently does 10 min turns in the thing, don't add fuel as soon as you can - let Ng stabilize before adding fuel. Also it helps if the ITT comes down a bit, and.the longer (within limits) you let it spool up before adding fuel, the cooler the start.
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800 is pretty normal for a start in TX with an average battery on a ~20-30 min turn. Once they get to 850 or 900, its REALLY time to change the battery.
 
800 is a little high. On a turn start, ie when I have just shut down 20 minutes ago I usually look at ITT rather than Ng speed before I introduce fuel to keep it cool.
 
dvtpilot said:
On the 'van I was recently lectured that since each time I start the engine in the summer on a 20 min turn, if it goes above the first redline at 805C that I'm hot starting the engine. To which I politely told said accuser to blow me.
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Does it have bleed air?
 
I remember using power charts in the Dash for about a month until everyone figured out it was just max torque until 715 ITT then fly that...much easier.

Leaving the van, I really appreciate the Metro...SRL is just too easy.
 
Yah, for everyone comparing EGT limits remember that the actual number displayed on the gauge is somewhat arbitrary depending on where in the engine they put the probes. Then on Garrets you have SRL magic which makes the EGT limit even more arbitrary.
 
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